Associated strap of a composite restraint system for securing freight

ABSTRACT

A composite restraint system composed of a composite restraint strap, a patch and a tensioning tool for restraining freight during transportation. The composite restraint strap includes a first layer and a second layer. The first layer includes a plurality of strands of yarn having a specified percentage of elongation before breaking and a specified creep. The second layer includes a nonwoven fabric. The composite restraint strap is capable of being attached to a floor or a wall of a transportation device in order to restrain the freight from movement. The composite restraint strap is typically tightened across the freight using the tensioning tool and held in place during transportation with the patch having a permanent-type adhesive for preventing the taut composite restraint strap from losing tension. The patch may be pre-attached to a strap prior to installation around freight.

RELATED APPLICATIONS

This application is a divisional of U.S. application Ser. No.09/991,106, entitled “Composite Restraint System for Securing Freight,”filed Nov. 16, 2001, issued as U.S. Pat. No. 6,758,644, which isincorporated herein by reference.

FIELD OF THE INVENTION

The invention is directed generally to a system for restraining freight,and more particularly, to a composite restraint system capable ofrestraining freight from movement during transportation that includes atleast a strap and a tensioning tool.

BACKGROUND

Throughout history, society has transported merchandise and personaleffects from one locale to another for a variety of reasons. These itemshave been transported through a variety of transportation mechanismsincluding containers, such as trunks, baskets, suitcases, boxes, andnumerous other custom shipping devices. As time has progressed andtransportation modes, such as the automobile, train, airplane, and ship,have undergone dynamic changes in the name of efficiency and progress.Likewise, technology surrounding freight restraint systems hasprogressed in an effort to accommodate the increased rates of speed oftransportation and the increased demands of the customers.

While large pieces of freight may be transported through many differentmethods methods, today it has become common to transport freight withinintermodal containers or flat bed trailers. Intermodal containerstypically are twenty to forty feet in length by eight to ten feet inwidth by seven to nine feet in height. Intermodal containers have becomean integral part of the transportation industry because of theirconvenience and adaptability. Specifically, intermodal containers may bestacked upon each other on the deck of a cargo ship, mounted on wheelstructures for land transportation, or mounted on flat deck train cars,thereby enabling intermodal containers to transport freight via land,sea, or rail.

While intermodal containers bridge the gap between transportation vialand, sea or rail, the containers fail to provide adequate means forsecuring the pieces of freight located therein. Specifically, mostfreight possess exterior dimensions that do not make them readilyavailable to be positioned tightly within the interior surfaces of anintermodal container. For instance, a typical twenty foot longintermodal container may hold eighty fifty-five gallon barrelsdouble-stacked within its interior compartment. In this position,approximately one to two inches exist between the rearward-most surfaceof the freight and the interior surface of the doors. While this smallamount of space appears to be insignificant and undeserving ofattention, just the opposite is the case, primarily because of theimportance of restraining freight from moving to prohibit damage and tocomply with regulations, such as United States Federal Regulation 49C.F.R. 176.76, Oct. 1, 2000, requiring that freight traveling by vesselbe secured to prevent movement in any direction. Further, otherregulations (like United States Federal Regulation 49 C.F.R. 176.834,Oct. 1, 2000), requires that hazardous materials transported on publichighways be secured against movement.

When containers change direction or speed, the freight contained thereincontinue along the previously established path until contacting theinterior surface of the container and thereby forcing it to changedirection. Without some type of restraint or cushioning system, thefreight builds up considerable momentum independent of the container.When the freight contacts an interior surface of the intermodalcontainer, the momentum possessed by the freight creates a force that isabsorbed by the freight. Such absorption of the force may damage thefreight, the packaging surrounding the freight or the walls of theintermodal container. Damaging the shipping containers may cause arelease of hazardous materials. Accordingly, it is undesirable to permitfreight to gain momentum independent of the intermodal container.

The transportation industry has addressed this issue by attempting torestrict freight from moving by using numerous methods. For instance,freight has been secured through lumber bracing and load-locking.Load-locking freight entails placing wood between the rear doors of theintermodal container and the freight and between the sides of theintermodal container and the freight. Typically, construction of thewood bracing is not performed by employees of the transporter; rather,the construction is outsourced to carpentry crews—a process that hasproven to be costly and time inefficient. Further, wooden supports areoften brittle and unable to absorb the forces developed duringtransportation. Additionally, as loads shift during transit, bracingoften falls from its position to the floor and is rendered useless.Moreover, traditional load-locking using lumber bracing is not capableof being used for all freight. For instance, positioning eightyfifty-five gallon drums within a typical intermodal container does notallow enough space between the rearward surface of the drums and theinterior surface of the doors of the intermodal container. Thus, themethod of load-locking using lumber bracing is fraught withshortcomings.

Another attempt of restraining freight is disclosed within U.S. Pat. No.4,264,251. The 251 patent discloses an invention which is composed ofsealing strips that are adhered to opposing sides of a container, astrip of bracing material and an adjoining mechanism used to bind theends of the strips together into a secure and taut restraint. Thedisclosure of this patent is hereby incorporated into this applicationby reference.

While the 251 patent solved some of the problems associated with theprevious methods employed for bracing freight, it did not solve all ofthe problems and at times created other problems. For instance, the 251patent discloses a method of securing freight within an intermodalcontainer by applying strips of material to the walls of the intermodalcontainer using an adhesive that is applied separately. Installation ofthese strips of material is labor intensive and costly as regulation ofthe amount of adhesive placed on each strip is not easily controlled.Further, the juncture where the strips contact one another provide anopportunity for slippage because of inherent weakness in the design.Moreover, these strips of material are prone to elongate when subject toa force. Specifically, these strips are prone to elongating about 23percent when subjected to a force, as evidenced by testing conducted bythe Bureau of Explosives and reported in the Bureau's Intermodal LoadingGuide, Circular No. 43-C, Pamphlet No. 45, BOE Pamphlet No. 6C, LastRevised March 1998 (hereinafter, BOE Pamphlet).

An additional disadvantage of the prior art is that the tools used tosecure the strips of material around a load of freight require two ormore people to use. Typically, the tools include a cylindrical shafthaving a slot for receiving the material. The tool is used to tightenstrips of material around a load of freight by first positioning ends ofthe material within the slot. The tool is then rotated using a wrench. Aratchet holds the tool in this position and prohibits it from unwindingduring the tightening process. Thus, the ratchet allows the tool to berotated but prevents it from unwinding. Typically, a head of the ratchetis attached to the tool at a first end, and a second end of the ratchet,located opposite the first end, is positioned so that it bears againstthe freight. In this position, a single person can tighten the strips ofmaterial around the load of freight. However, a single person cannotattach a patch over the intersection between the two strips of materialbecause as the ratchet bears against the load of freight after thematerial has been tightened, the forces generated by the tool andtranslated to the ratchet arm cause the tool to be pushed away from thefreight. As a result, a second person is needed to push the tool incontact with the freight while another person affixes a patch across theintersection.

Thus, a need exists for a device capable of restraining freight duringtransportation from movement in all directions and capable of beingattached to a variety of surfaces. Further, a need exists for a devicehaving the ability to return to its original shape and location afterabsorbing a force. In addition, a need exists for a restraint systemwhich employs an efficient method of using restraint straps. Finally, aneed exists for a tool capable of being used by a single person totighten strips of material around freight and to affix the strips inthis position.

SUMMARY OF THE INVENTION

Set forth below is a brief summary of the invention that solves theforegoing problems and provides benefits and advantages in accordancewith the purposes of the present invention as embodied and broadlydescribed herein. This invention is directed to a composite restraintsystem capable of restricting freight from movement in all directionsduring transportation via ship, land or rail. The composite restraintsystem includes a composite restraint strap, a composite restraint patchand a tensioning tool. In addition, the composite restraint systemincludes a strap having a pre-attached patch. In another embodiment, theinvention includes a composite restraint strap having at least onepre-attached reinforcement strap.

The composite restraint strap is composed of at least two layers. Afirst layer is composed of a high strength yarn which has a certainpercentage of recovery and elongation. A second layer preferablyincludes spunbonded fibers. The yarn forming the first layer istypically adhered to the second layer using an adhesive. Each strand ofyarn is adhered to the second layer parallel to the longitudinal axis ofthe second layer. The composite restraint patch is composed of materialscapable of restraining the strap during use.

The composite restraint strap may be adhered to a floor of atransportation device using an adhesive that is capable of adhering tounclean surfaces composed of materials including, but not limited to,painted surfaces, fiberglass, plastics, metals, and wood. In oneembodiment of the composite restraint system, a composite restraintstrap is used to restrain a load of freight by first adhering thecomposite restraint strap to the floor of the transportation device. Thefreight is placed on top of the restraint strap and each end of therestraint strap is brought over the freight. In this position, the strapcontacts each side of the freight and the ends of the strap overlap. Atensioning tool is used to tighten the composite restraint strap aroundthe freight by rotating an end of the strap around a body having atleast one slot for receiving the strap. The tensioning tool is rotatedusing a wrench, ratchet, or some other tension arm. Once taut, a patchis placed over the overlapping ends of the composite restraint strap.The patch may be composed of materials such as a woven fabric, anonwoven fabric, or the composite material set forth above. The patchprevents the first and second ends of the composite restraint strap fromsubstantial movement relative to each other through the use of apermanent-type pressure sensitive adhesive. After the patch has beeninstalled over the intersection between the first and second ends of thecomposite restraint strap, the tensioning tool is removed from itsposition on the composite restraint strap.

In another embodiment, the patch is pre-attached to an end of thecomposite restraint strap before installation around freight. In thisembodiment, the strap may be a woven fabric, a non-woven fabric or acomposite material as set forth above. The patch may be attached to theend of the strap prior to use of the strap to make it easier forpersonnel to install and tighten the strap around freight. In thisembodiment, the patch is attached to the strap at a contact section.

Connecting the composite restraint patch to the composite restraintstrap before application simplifies the installation process. Inparticular, the individual installing the composite restraint does nothave to first adhere a patch to the first end of the strap. Instead, thepatch has already been attached to the strap. This feature greatlyreduces that probability of ruining a patch before it is used.

In another embodiment, a patch is not necessary to secure a strap arounda load of freight. Instead, a first end of the strap can be secured toan opposite end using adhesives placed on the first end. In thisembodiment, an adhesive can be applied to the first end before or duringinstallation. If applied before installation, a releasable film can beused to prevent the adhesive from adhering to items unintentionally.

In addition to restraining freight from vertical movement by securingfreight to the floor of a transportation device, the composite restraintstrap may restrain freight from lateral and longitudinal movement bysecuring the freight to the side walls of the transportation device. Inthis application, a composite restraint strap is adhered to side wallsof the transportation device through an adhesive capable of adhering tosurfaces such as, but not limited to metal, wood, plastics, fiberglass,and painted surfaces. The composite restraint strap may include anadhesive on one surface of the strap together with a releasable film toprotect the adhesive from adhering to surfaces or itself prior to beinginstalled on the side wall of the transportation device. Installation ofthe strap proceeds in the same fashion as described above.

This invention also includes a mechanism for tightening the strapsdescribed above around a load of freight. This mechanism is a tensioningtool that includes a body having at least one slot for receiving a strapand a clamp having clamp arms for receiving another end of a strap. Thetool permits a single person to tighten at least one strap around a loadof freight because the clamp arms hold one end of the strap while theother end is tightened around the outside surface of the body of thetool. Specifically, the clamp arms of the clamp hold one end of a strapusing a cam mechanism that holds the arms tight against each other.While the clamp holds one end of a strap, the other end is inserted intoa slot within the body of the tool and rotated until tight. Once tight,the strap is held in this position using a patch or another end of thestrap described above, and the tool is removed. Thus, a single personcan install the straps described above without assistance from anotherindividual.

In another embodiment of the invention, the composite restraint strapcan further include at least one reinforcement strap. The reinforcementstrap can be positioned generally parallel to a longitudinal axis of thecomposite restraint strap and can be attached to an edge of thecomposite restraint strap. During use, the reinforcement strap can beattached with another end of a reinforcement strap using a buckle.

This invention aims to achieve at least one of the following advantages:

An advantage of this invention is that the composite restraint strappossesses a small percentage of creep after elongation that prevents thecomposite restraint straps from becoming slack due to over-elongationafter absorbing a force during use.

Another advantage of this invention is that the small amount of creepeliminates the need for tape or other means for securing restraintstraps in place to avoid sagging of the restraint straps in the eventthat the pieces of freight are compressed during transportation. Inother words, many straps known in the art require that pieces of tape beused to hold a strap in position in the event that the strap elongatesand fails to recover, thereby forming slack in the strap. This fact isevidenced by the BOE Pamphlet that describes loading procedures andstates that strapping should be taped to the intermediate bulkcontainers to prevent sagging if it becomes slack in transit. Withoutthe pieces of tape in position on the strap, the strap would fall out ofposition. In contrast, the small amount of creep inherent within theinstant invention eliminates this need to hold the strap in position.This advantage reduces the material costs involved with shippingfreight, reduces labor costs associated with placing pieces of tape onthe straps, and reduces the cost of replacement of freight damaged as aresult of straps sliding off of the cargo.

Yet another advantage of this invention is that the composite restraintstrap may be positioned around certain goods so that only select goodsmay be removed at a certain delivery location without having tore-secure the freight remaining within the container that is to bedelivered at another location.

Still another advantage of the present invention is that the dimensionof the composite restraint strap is typically less than the width of thestraps previously used in the transportation industry, thereby reducingcosts and making installation and storage easier.

Yet another advantage of the present invention is that the compositestrap system requires less material and less adhesive to properly securefreight because the strap is smaller in size and the adhesive is moreefficiently positioned on each strap based on each customer'srequirements.

Still another advantage of the present invention is that thenon-releasable adhesive used together with the patch holds the strapstogether with greater strength. Further, the non-releasable adhesivedoes not release the two straps when subjected to an impact as happenswith the adhesives previously used.

Yet another advantage of the present invention is that the strength ofthe composite restraint strap may be increased or decreased according tothe customer or industry requirements by changing the denier of thefiber used without changing the performance of the belt. Building thestrap to accommodate a particular anticipated load leads to cost savingson raw materials and manufacturing costs.

Still another advantage of this invention is the ability to restrainfreight from moving in all directions in compliance with United Statesregulations.

Yet another advantage of the present invention is that freight may berestrained from vertical movement resulting from harmonic vibrationscreated in trailers used on the highway or created by road obstructions,such as potholes or speed breakers.

Still another advantage of the present invention is that the adhesiveallows the composite restraint straps to be fastened to steel, wood,plastics, fiberglass, painted surfaces, and unclean surfaces.

These and other features and advantages of the present invention willbecome apparent after review of the following drawings and detaileddescription of the disclosed embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and form a part ofthe specification, illustrate preferred embodiments of the presentinvention and, together with the description, disclose the principles ofthe invention.

FIG. 1 is a perspective view of a composite restraint system, includinga composite restraint strap and a tensioning tool, restraining freighton a flat bed trailer.

FIG. 2 is a cross-sectional view of a composite restraint strap.

FIG. 3 is a cross-sectional view of a composite restraint strap togetherwith an adhesive layer.

FIG. 4 is a perspective view of a composite restraint strap including afinger edge formed by a first layer being wider than a second layer.

FIG. 5 is a cross-sectional view of a composite restraint strapincluding a finger edge formed by a first layer being wider than asecond layer.

FIG. 6 through FIG. 9 depict installation of a strap, having apre-attached patch, and a tensioning tool for use in such installation.

FIG. 10 shows a strap installed with a pre-attached patch.

FIG. 11A is a perspective view of a tensioning tool according to thepresent invention.

FIGS. 11B and 11C are cross-sectional views showing embodiments of a camof the tensioning tool having different seating mechanisms.

FIG. 1D is an exploded perspective view of the tensioning tool shown inFIGS. 11A through 11C.

FIG. 12 through FIG. 15 shows a composite restraint strap beingpositioned around freight in order to secure the freight to the floor ofa transportation device.

FIG. 16 shows the containment restraint system securing freight composedof rolls of carpet.

FIG. 17 shows a transportation device containing a load of freight thatis retained using a plurality of straps attached to side walls of theintermodal container.

FIG. 18A is a perspective view of a composite restraint strap includingtwo reinforcement straps.

FIG. 18B is a cross-sectional view of a composite restraint strapincluding two reinforcement straps.

FIG. 19 shows two reinforcement straps whose ends are connected togetherusing buckles.

FIG. 20 shows a strap including two reinforcement straps secured arounda load of freight.

DETAILED DESCRIPTION OF THE DRAWINGS

Referring now to the drawings wherein like numerals represent the sameor equivalent structure and, in particular, to FIG. 1 of the drawings,there is illustrated a composite restraint system 20 according to thepresent invention that restrains freight during transportation. Moreparticularly, the composite restraint system 20 is capable ofrestraining freight to a floor of a transportation device throughadherence to the floor, as shown in FIGS. 12-16. The composite restraintsystem 20 includes at least one composite restraint strap 22 and atensioning tool 24, as shown in FIG. 1. Each composite restraint strap22 is capable of restraining freight around the freight alone; to theside walls or floor of a transportation device, or both. Typically, thetransportation device is composed of an intermodal container; however,the transportation device may include, but is not limited to, a flat bedtrailer, a straight truck, or a pallet. Further, the composite restraintsystem 20 may be used to secure freight when transported through meansincluding, but not limited to, vehicles, trains, or ships.

I. Composite Restraint Strap

FIG. 2 shows that composite restraint strap 22 is formed of a firstlayer 28 and a second layer 30. In one embodiment of the invention, thecombined thickness of the first layer 28 and the second layer 30 iswithin the range of 0.005 inches and 0.025 inches, and preferably about0.017 inches. The first layer 28 is held in contact with the secondlayer 30. The first layer 28 and the second layer 30 may be held incontact with each other through use of an adhesive, thermal bonding orother conventional manner.

A plurality of strands of yarn positioned on the second layer 30 formsfirst layer 28. The yarn strands may be positioned parallel to thelongitudinal axis of the second layer 30. Further, the strands of yarnmay be on top of each other, as shown in FIG. 3, or side-by-side andtouching each other. Alternatively, the strands may be positionedside-by-side, but not in contact with each other. Rather, a space may belocated between at least two of the strands. The strands of yarn may beadhered to the second layer using any appropriate adhesive 23.Alternatively, the adhesive 23 used may be a wheat-based adhesive ofmild strength.

The pre-tensioned yarn possesses properties including a certainelongation percentage, denier and creep. Denier is defined as a measureof the fineness of filament yarns; creep is defined as the amount ofelongation that is permanent and not recoverable; and elongationpercentage means the percentage of elongation present in a materialafter it has been taken to break. In the preferred embodiment, a yarnhaving a denier of 1500 is used. However, yarns having other deniers canbe used and, for some applications, are preferable to a yarn having adenier of 1500. A preferred yarn having a denier of 1500 has anelongation percentage of ranging from about 2.5% to about 3.9%, with atarget of about 3.2% prior to failure. Additionally, the yarn having adenier of 1500 further includes a creep of less than about 2 percent at20 percent of breaking load after 4.5 hours, a maximum elongation atbreak of about 9.8%, a break load of about 26.6 pounds, a hot airshrinkage at 350° F. of about 8.4%, a stretch percentage of about 3.9and a shrinkage force at 350° F. of about 674 grams.

For some applications, such as for restraining smaller loads, yarnshaving other deniers of 1300 or 1000 can be used. A yarn having a denierof 1300 has a creep of less than about 2 percent at 20 percent ofbreaking load after 4.5 hours, a maximum elongation at break of about9.9%, a break load of about 23.1 pounds, a hot air shrinkage at 350° F.of about 7.3% and a shrinkage force at 350° F. of about 483 grams.Further, the yarn having a denier of 1000 has a creep of less than about2 percent at 20 percent of breaking load after 4.5 hours, a maximumelongation at break of about 10.0%, a break load of about 17.7 pounds, ahot air shrinkage at 350° F. of about 7.0% and a shrinkage force at 350°F. of about 391 grams. This data was obtained using a break load test ona tensile tester with the yarn having a twist of 2 turns per inch. Thetest speed was 12 inches per minute. The gage length was 10 inches andthe yarn was pre-tensioned to 30 grams. The hot air shrinkage data wascollected using a hot air oven without preload with a dwell time of 30minutes. Further, the shrinkage data was collected using a 0.05 gramsper denier preload for 3 minutes.

A strap formed of yarn having the characteristics set forth aboverestrain freight from movement. Further, the specified creep allows thecomposite restraint straps 22 to restrain freight without need ofsecondary straps to hold the composite restraint straps 22 in place. Forinstance, the yarn within composite restraint strap 22 enables compositerestraint strap 22 to restrain freight without the need for additionalstraps to hold composite restraint strap 22 in place in the event thestrap experiences a heavy load causing freight to shift and the strap toelongate. In other words, many straps are known in the art that requirepieces of tape for holding a strap in position in the event that thestrap over-elongates and slack is formed in the strap because itsmaterial does not recover well. Without these pieces of tape, the strapfalls out of position. In contrast, the specified recoverability of thisinvention, as shown by the small amount of creep, eliminates this needfor tape to hold the strap in position. This advantage not only reducesthe material costs involved with shipping freight, but also reduceslabor costs associated with placing pieces of tape on the straps.

In one embodiment, the yarn forming the first layer 28 is chemically andphysically stable and resistant to or protected from aqueous solutions,inorganic acids, organic acids, alkalis, organic chemicals (solvents),fuels, fertilizers, plasticizers, sealing compounds, high energyradiation, microorganisms, and gases such as chlorine, hydrogenchloride, sulfur dioxide and ammonia. The strength of the compositerestraint strap 22 may be varied according to customer or industryrequirements by changing the denier of the yarn used without changingthe performance of the yarn. A yarn meeting all of these specificationsis manufactured by KOSA, Technical Filament Division, Charlotte, N.C.,as Type 792 having deniers of 1000, 1300, and 1500.

The second layer 30 is composed of spunbonded fibers, which are smalldiameter fibers formed by extruding thermoplastic material through oneor more extruders attached to one or more banks made up of at leasttransfer piping and spinplates. The banks produce molten thermoplasticmaterial as filaments from a plurality of fine, usually circular,capillaries in a spinneret with the diameter of the extruded filamentsthen being rapidly reduced as, for example, in Appel et al., U.S. Pat.No. 4,340,563; Matsuki, et al., U.S. Pat. No. 3,802,817; Dorschner etal., U.S. Pat. No. 3,692,618; Kinney, U.S. Pat. Nos. 3,338,992 and3,341,394; Hartman, U.S. Pat. No. 3,502,763; and Dobo et al., U.S. Pat.No. 3,542,615. Spunbonded fibers are generally not tacky when they aredeposited onto a collecting surface. Spunbonded fibers are generallycontinuous and have average diameters (from a sample of at least 10)larger than 7 microns, more frequently, between about 10 and 40 microns.The resulting matt of fibers is then bonded to form a strong neckablefabric. This bonding may be performed by ultrasonic bonding, chemical oradhesive bonding, thermal bonding, needle punching, hydroentangling andthe like. Preferably, the second layer 30 is a spunbonded fiber, such asTREVIRA, manufactured by KOSA, Technical Filament Division, Charlotte,N.C. During use of the composite restraint strap 22, the properties ofthe second layer 30 are such that the second layer 30 expands with theyarn composing the first layer 28 and remains attached to the firstlayer 28 during the expansion when the composite restraint strap 22experiences heavy loads.

The composite restraint strap 22 preferably includes an adhesive layer31 capable of adhering to an unclean floor surface of a transportationdevice, as shown in FIG. 3. The adhesive is capable of adhering to manytypes of material, including, but not limited to, wood, metal, plastic,fiberglass and painted surfaces. The adhesive layer 31 is typicallylocated in the middle portion of the composite restraint strap 22 for adistance sufficient to restrain the product from vertical movement.Additionally, the adhesive layer 31 may be positioned on the compositerestraint strap 22 so that a finger edge 25, as shown in FIG. 4, ispresent nearest each edge of the composite restraint strap 22.Alternatively, the finger edge 25 is located on a single edge of thestrap 22 or a portion of a single edge of the strap 22. The finger edge25 provides for easy application of the composite restraint strap 22after the releasable film has been removed as the finger edge 25provides an area where a user may grab the product without having totouch the adhesive itself.

Preferably, the composite restraint strap 22 is eight inches in heightand the adhesive is applied to a portion of the composite restraintstrap 22 so that a finger edge 25 is formed. Further, it is preferablethat the adhesive is applied on seven and a half inches of the width ofthe composite restraint strap 22 and positioned equidistant from the topand bottom edge of the strap. Alternatively, the second layer 30 may bewider than the first layer 28, as shown in FIGS. 4 and 5. In thisembodiment, the finger edge 25 is formed by the discrepancies in widthbetween the first layer 28 and the second layer 30. In this embodiment,adhesive is applied on the first layer 28 and not on the second layer30.

The adhesive may be positioned on a composite restraint strap 22 atvarious locations along the composite restraint strap 22 based on adesired application, as determined by a customer or industry. It isdesirable to position the adhesive so that no adhesive is wasted orunused. In one embodiment, the adhesive may be placed at the ends of asection of a composite restraint strap 22 that has been cut to thedesired length. In another embodiment, the adhesive may be coextensivelyapplied to a side of a composite restraint strap 22. Further, theadhesive may be applied to a surface of the composite restraint strap 22during the manufacturing process, or anytime prior to use. If theadhesive is applied to the composite restraint strap 22 during themanufacturing process, a releasable film can be placed over the adhesiveto prevent it from undesirably contacting itself or other surfacesbefore installation. The releasable film may include a plurality ofperforations, or other similar items, enabling the releasable film to beremoved from contact with the adhesive. Additionally, the releasablefilm allows the composite restraint strap 22 to be wrapped around acylinder to form a roll for efficient packaging. Alternatively, theadhesive may be applied to the composite restraint strap 22 just beforebeing attached to a floor.

II. Installation of Composite Restraint Strap

During use, a composite restraint strap is first secured to the floor 32of the container 34 using gum-resin based adhesive. The adhesive may beapplied to the floor 32 from a container using a roller, brush or othermeans for application. Alternatively, the adhesive may be located on thecomposite restraint strap 22 and protected with releasable film until itis desired that the composite strap 22 be adhered to the floor 32 of thecontainer 34. Just before installation of the patch 26, the releasablefilm is removed to expose the adhesive. Once the composite restraintstrap 22 has been positioned on the floor 22 of the container, as shownin FIG. 12, the freight is positioned on top of the composite restraintstrap 22 and between the side walls 34 of the container 32, as shown inFIG. 13.

A first end 40 of the composite restraint strap 22 is positioned atopand in contact with the freight. A second end 42 of the compositerestraint strap 22, opposite the first end 40, is positioned atop thefirst end of the composite restraint strap 22, as shown in FIG. 14. Thetensioning tool 24 is positioned on the intersection of the first andsecond ends, 40 and 42 respectively. The tensioning tool 24 is thenrotated so that the composite restraint strap 22 is tightened around aload of freight. Once the composite restraint strap 22 has beentightened around the load of freight, the releasable film located on thepatch 26 is removed.

The patch 26 is adhered to the first end of the composite restraintstrap 22 to prohibit the composite restraint strap 22 from losingtension after the tensioning tool 24 is removed, as shown in FIG. 15.The patch 26 is sized to stretch across the intersection between theends of the composite restraint strap 22 a distance sufficient toprohibit the composite restraint strap 22 from losing tension once thestrap 22 has been positioned around freight and tightened, and thetensioning tool 24 has been removed. Preferably, the patch 26 includes anon-releasable pressure sensitive adhesive covering the entire length ofone side of the composite restraint patch 26, except for the fingeredges 25, which are provided for easier handling. In another embodiment,the adhesive may be applied to the patch 26 in any design or mannerwhich enables the patch 26 to hold the composite restraint strap 22 intension as set forth above. Further, the adhesive may be applied to thepatch 26 at the time of installation by the laborer installing thecomposite restraint system 20. After the patch 26 has been secured tothe composite restraint strap 26, the tensioning tool 24 is removed fromthe intersection of the first and second ends, 40 and 42 respectively,of the composite restraint strap 22.

III. Strap with Pre-Attached Patch

In another embodiment, a strap 22 may include a patch 26 attached to thecomposite restraint strap 22 before installation of the strap 22 aroundfreight, as shown in FIGS. 6-10. The patch 26 may be composed anymaterial of sufficient strength to hold the ends of the strap 22 undertension. These materials may include, but are not limited to, thecomposite material described above, a non-woven fabric, such as aspunbonded fabric, or a woven fabric. In this embodiment, the patch 26is attached to one end of the strap 22 at a contact section 29. Thepatch 26 may be attached using an adhesive, stitching, or thermalbonding. Alternatively, the patch 26 may be attached to the strap 22during the spunbonded manufacturing process which produces strap 22 asdescribed above. The patch 26 preferably contains a non-releasableadhesive. Alternatively, the adhesive may be a releasable type adhesive.

The patch 26 preferably extends from the strap 22 a distance sufficientto engage the other end of the strap 22 and to prevent the strap 22 fromlosing tension after being tightened around a load of freight. The patch26 may or may not extend beyond the end of the strap 22 prior toinstallation. When the patch 26 is shorter, the strap 22 would be cutaway, or otherwise removed during installation, to allow the patch 26 tobe attached to another end of the strap 22.

In one embodiment, the patch 26 is about three feet in length, havingapproximately one end composed of a one foot section of the patch 26attached to the strap 22 at contact section 29 and another end composedof a two foot section of the patch 26 having a portion that extendsbeyond the end of the strap 22. In another embodiment, the patch 26 maybe shorter or longer than these dimensions based on the amount ofstrength needed to hold a particular load of freight. For example, thepatch 26 may range from about one foot to about ten or more feet inlength. While the length of the patch 26 may differ, its function andproperties remain unchanged.

In this embodiment, where a patch 26 is pre-attached to a strap 22before installation, the patch 26 is installed as shown in FIGS. 6-10.After at least one strap 22 is adhered to a floor or wall of atransportation device and the freight positioned, the ends of the atleast one strap 22 are overlapped to form an intersection, as shown inFIG. 6. These ends could be ends from a single strap 22 or ends fromdifferent straps 22. A tensioning tool 24 is placed over one end ofstrap 22 and the other end of strap 22 is secured within clamp arms 60of tensioning tool 24, as shown in FIGS. 7 and 8. Once in place, thetensioning tool 24 is rotated until the strap is taut, as shown in FIG.9. A releasable film is removed to expose an adhesive located on patch26 and a free end of patch 26 is then adhered to the strap 22 andtensioning tool 24 removed, as shown in FIG. 10.

IV. Composite Strap with Reinforcement Strap

In another embodiment, composite restraint strap 22 includes areinforcement strap 80. Reinforcement strap 80 can be composed ofmaterials such as cord strap, steel bands, high strength plastics orothers. The cord strap can have a width of 1¼ inches and an averagestrength of about 3953 pounds per foot, as determined in accordance withASTM D3950-96 at 21 degrees Celsius and 65 percent relative humidity.The test was performed on a dynaometer with a constant rate of extensionprinciple at a speed on 127 mm per minute. The length of reinforcementstrap tested was 720 mm. Composite restraint strap 22 can include tworeinforcement straps 80, as shown in FIG. 18. Reinforcement straps 80are positioned proximate to the top and bottom edges of composite strap22 and are attached to composite restraint strap 22 using a water basedadhesive. In addition, reinforcement straps 80 are positioned generallyparallel to the longitudinal axis of strap 22. Alternatively,reinforcement strap 80 can be attached to composite restraint strap 22with stitching, thermal bonding, or other means. Furthermore, a singlereinforcement strap 80 can be attached to composite restraint strap 22.Moreover, more than two reinforcement straps 50 can be attached tocomposite restraint strap 22.

Reinforcement straps 80 are used by peeling back end portions of thestraps 80 from composite strap 22, as shown in FIG. 18. The ends ofreinforcement straps 80 from a first end of composite strap 22 areconnected with ends of reinforcement straps 80 from a second end ofcomposite strap 22, as shown in FIG. 19. Reinforcement straps 80 can beconnected together using a fastener 82, such as a buckle commonlyreferred to as an AVT 10 buckle, size −1¼ inch, cold-rolled steelbuckle. A buckle such as a Cyclop Buckle #AVB-10A or a Formex BuckleB-10XTS can be used. Alternatively, another size or style of buckle canbe used. Further, fastener 82 can include clamps or other suchconnectors. Ends of reinforcement strap 80 are pulled tight onceinserted into a fastener. If reinforcement strap 80 is composed of asteel band, a clamp can be used to secure reinforcement strap 80 inposition once taut. After reinforcement straps 80 have been secured, apatch 26 is attached to the first and second ends of composite restraintstrap 22 across their intersection, as described above. A patch 26 canbe used to secure various types of freight from movement in alldirections, as shown in FIG. 20.

V. Tensioning Tool

The tensioning tool 24, as shown in FIG. 11A through 11D, has a body 32,a restraint arm 34, a clamp 35, and a torsion arm 36. Body 32 includes aplurality of prongs 33 forming a slot 37 for receiving at least onestrap 22. Slot 32 essentially acts as a device for holding the strap 22to allow it to be tensioned. Other devices exist that can hold strap 22that include, but are not limited to, a releasable catch system, such asVELCRO, at least one clamp arm, an adhesive, and at least one clip. Theadhesive can be releasable or permanent. Body 32 can be a cylindricalshaft as shown; however, body 32 can have a cross-section comprising anypolygonal shape or two-sided shape. It is preferable that the length ofthe slot 37 be equal to or greater than the width of strap 22. Body 32further includes a first head 50 and a second head 52. First head 50 andsecond head 52, shown generally with polygonal shapes. Preferably, theheads 50, 52 are sized to be a standard hexagonal head of the same ordifferent sizes.

Torsion arm 36 may be any arm capable of being attached to first head50. Torsion arm 36 may include, but is not limited to, a wrench,ratchet, or bar stock. In another embodiment, torsion arm 36 may beincluded as a part of body 32 of the tensioning tool 24. Body 32 iscoupled to clamp 35 through restraint arm 34, which includes a firstretention aperture 54 and a second retention aperture 56. Firstretention aperture 54 is sized to receive both first and second heads,50 and 52 respectively, and to fit closely around second head 52. Secondretention aperture 56 is sized to receive retention member 58 of clamp35. Further, first retention aperture 54 can include a ratchetmechanism, allowing rotation in one direction but not in the reversedirection.

Clamp 35 includes a retention member 58, clamp arms 60, and lockingapparatus 61. Retention member 58 can have any polygonal shape but ispreferably a standard hexagonal head. Preferably, the length of clamparms 60 are greater than the width of strap 22. However, the length ofclamp arms 60 can be approximately equal to the width of strap 22.Locking apparatus 61 can include a cam 62 that is rotatably attached toclamp arm 60, and more particularly, cam 62 is attached to clamp arm 60with positioning arm 63. Cam 62 is used to press clamp arms 60 together,as shown in FIG. 11D. Clamp arms 60 can be forced together to hold strap22 within clamp arms 60 by first positioning locking arm 64 withingroove 66. Locking arm 64 is coupled to cam 62 through cam arms 65.Handle 67 is rotated downwardly, causing cam 62 to rotate and to bearagainst an outer surface of clamp arm 60. As cam 62 is rotated, cam 62forces axis 68 to move away from and generally orthogonal to thelongitudinal axis of clamp arms 60. This movement causes clamp arms 60to be forced together to hold strap 22.

After clamp arms 60 have been pressed together with cam 62, arms 60 areheld together by cam 62. Further, as shown in FIGS. 11B and 11C, clamparms 60 are held together by cam 62. Specifically, as shown in FIG. 11B,cam 62 can include a flat portion 70 that prevents cam 62 from rotatingand thereby allowing clamp arms 60 to separate. In another embodiment,as shown in FIG. 11C, cam 62 includes a raised portion 72 that iscapable of being received by a detent 74 located on an exterior surfaceof clamp arm 60. Detent 74 is positioned so that once handle 67 and cam62 are rotated, causing clamp arms 60 to press against each other, theraised portion 72 on cam 62 seats within the detent 74 to prevent cam 62from rotating and allowing clamp arms 60 to release strap 22.

In an alternative embodiment, body 32, restraint arm 34, and clamp 35are not separate parts but rather are a single unit. For instance, thesingle unit can be formed by methods such as casting, injection molding,or milling. Further, the parts can be made from materials including, butnot limited to, plastic or metals such as aluminum, steel, or brass, orany combination thereof. Moreover, locking arm 64 and cam arms 65 can bea single unit rather than individual parts rotatably connected.

Tensioning tool 24 is simple to use. In fact, a single person canoperate tensioning tool 24 to tighten and secure strap 22 around a loadof freight. For instance, a strap 22 can be secured with tensioning tool24 by first inserting slot 37 of body 32 onto a first end of strap 22,as shown in FIGS. 6 and 7. Then, a second end of strap 22 can be securedby placing a second end of strap 22 between clamp arms 60, as shown inFIG. 8. Locking arm 64 is then placed within groove 66 and cam 62 isrotated, thereby tightening clamp arms 60 around strap 22. Cam 62 isheld in this actuated position using either a flat side 70 or a raisedportion 72, as described above. The second end of strap 22 can be theend of the same strap 22 having the first end or it could be an end of adifferent strap 22. Restraint arm 34 is then attached to body 32 atsecond head 52 and attached to clamp 35 at retention member 58. Torsionarm 36 is attached to body 32 at first head 50. Strap 22 is tightened byrotating torsion arm 36, as shown in FIG. 9, which causes second end ofstrap 22 to wind around the outside surface of body 32. Further, whiletorsion arm 36 is rotated, clamp arms 60 hold first end of strap 22.

Once tensioning tool 24 has tightened strap 22 around a load of freight,the first end of strap 22 is attached to the second of strap 22. Asdescribed above, this can be accomplished in numerous manners. Forinstance, a patch 26 can be used to adhere the two ends together. If apatch 26 that is not pre-attached top strap 22 is used, the patch 26 isattach to the second end of strap 22 and then to the first end of strap22, but not on top of clamp arm 60. Once a portion of the first end ofstrap 22 has been attached to patch 26 sufficient to hold strap 22tight, cam 62 is rotated to release strap 22 from within clamp arms 60.Tensioning tool 24 is then removed from contact with strap 22 and theremaining unattached portion of patch 26 is attached to the first end ofstrap 22. If a strap having a pre-attached patch 26 is used, it is notnecessary to adhere patch 26 to strap 22 in multiple steps. Instead,patch 26 can be adhered after strap 22 has been sufficiently tightenedbecause the patch 26 is located between clamp arms 60 and needs only tobe attached to the other end of the strap 22 to secure it.

On the other hand, if patch 26 is not used, the first end of strap 22can be used to secure strap 22 tightly around a load of freight. Forexample, after strap 22 has been tightened, as described above, thefirst end of strap 22 can be attached to the second end of strap 22 byremoving a releasable film and thereby revealing an adhesive that canattach each end together, by placing an adhesive on an end and attachingthe ends together, or by other methods that are discussed above. Oncethe first end is attached to the second end, the strap 22 has beensecured and tensioning tool 24 can be removed.

VI. Exemplary Uses of the Composite Restraint System

The composite restraint system 20 may be used to position freightcomposed of numerous items. For instance, the composite restraint systemmay be used to restrain freight including, but not limited to, drums, asshown in FIGS. 12-15, carpet rolls, as shown in FIG. 16, rolls of paper,rolls of fabric, tubes, pipes, rods, poles, lumber, boxes, and palletscontaining various items of freight.

The composite restraint strap 22 can be used to secure freight to afloor or a wall of a transportation device. Further, only one compositerestraint strap 22 or a plurality of composite restraint straps 22 maybe used to secure a load of freight. In one embodiment of the compositerestraint system 20, the composite restraint straps 22 may be used tosecure a plurality of fifty-five gallon containment drums from verticaland lateral movement, as shown in FIGS. 12-15.

In another embodiment, at least two composite restraint straps 22 may beused in tandem to secure a load of freight to a surface within atransportation device. For instance, as shown in FIG. 17, at least twocomposite restraint straps 22 may be used to secure a load of freight tothe walls of a transportation device. Alternatively, the at least twostraps 22 may be used to secure a load of freight to the floor of atransportation device.

VII. Loading Procedures

While FIGS. 12-15 depict the composite restraint system 20 as used torestrain an entire load of freight, the composite restraint system 20may be used to restrain only a portion of the load of freight in orderto allow for easier delivery of freight when partial deliveries offreight are to be made at different locations. For instance, if the twotop rolls of carpet and the three middle rolls of carpet shown in FIG.10 are to be delivered to a first destination and the four bottom rollsof carpet are to be delivered to a second location, a compositerestraint strap 22 may be secured around the four bottom rolls of carpetand a second composite restraint strap 22 may be secured around the topand middle rows. Using the composite restraint system 20 in this fashionallows the first load of freight, composed of the top and middle rows ofcarpet, to be unloaded at the first destination without having tore-secure the four bottom rolls of carpet before traveling to the seconddestination.

In another embodiment, the composite restraint system 20 may be used tosecure items by wrapping a composite restraint strap 22 around theperimeter of freight, as shown in FIG. 1. The composite restraint system20 may be used to restrain the freight using a single compositerestraint strap 22, as depicted, or a plurality of straps, as shown inFIG. 17.

While various embodiments of this invention have been described above,these descriptions are given for purposes of illustration andexplanation. Variations, changes, modifications and departures from thesystems and methods disclosed above may be adopted without departurefrom the spirit and scope of this invention. For instance, compositerestraint strap 22 can be formed in other shapes and sizes than shown inthe Figures. Further, tensioning tool 24 can be made of different shapesand sizes than the embodiment depicted herein.

1. A strap and patch combination for restraining freight, comprising: a.a strap with a first layer and a second layer, the first layercomprising a first end and a second end, and the second layer comprisinga plurality of strands of yarn, wherein the yarn has an elongationcharacteristic ranging from about 2.5 percent to about 4.7 percentbefore breaking and a creep of less than about 2 percent afterelongation, wherein the strap can be secured around freight to create anintersection between the first end of the strap and the second end ofthe strap, and wherein the strap can be placed under tension; and b. aseparate patch comprising a third end and a fourth end, wherein thethird end is pre-attached to the strap at a contact section near thefirst end prior to installation around the freight, and wherein theseparate patch can be joined to the first end of the strap and to thesecond end of the strap.
 2. The strap and patch combination of claim 1,wherein the first layer is a nonwoven fabric.
 3. The strap and patchcombination of claim 2, wherein the nonwoven fabric is a spunbonded,polyester, nonwoven fabric.
 4. The strap and patch combination of claim1, wherein the strap further comprises a third layer defining areleasable adhesive located on at least a portion of an outer surface ofthe strap for attachment to a surface of a transportation device.
 5. Thestrap and patch combination of claim 1, further comprising an adhesivelayer located on at least a portion of the patch for attachment to thesecond end of the strap.
 6. The strap and patch combination of claim 5,wherein the adhesive is non-releasable.
 7. The strap and patchcombination of claim 1, wherein the patch is attached to the strap usingan adhesive, stitching or thermal bonding.
 8. The strap and patchcombination of claim 1, further comprising at least one reinforcementstrap coupled to the strap and positioned generally parallel to alongitudinal axis of the strap.